Motor-vehicle.



No. 718,097. PATENTBD JAN. 13, 1903.

C. GROMPTON. MOTOR VEHICLE.

\ APPLIUATION FILED SEPT. 25, 1901. BENBWBD Dno. a, 1902. no 1loDr5L. s summe-SHEET 1` "me Nonms PETERS co. mofoumol. WASHINGTON. n. c.

No. 718,097. PATBNTED JAN. 1s, 1903. o. cRoMPToN. MOTOR VEHICLE. APPLICATION FILED SEPT. 25, 1901. RENBWED DEO. 3, 1902.

H0 MODEL. 3 SHEETS-SHEET PATENTED JANpl, 1903.

- c. GROMPTON. MOTOR VEHICLE. APPLICATION FILED SEPT. 25, 1901. BENEWBD DEO. 3, 1902.

3 SHEETS-SHEET 3.

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v l l IINTTE` TATES ATENT OFFICE.

MoToR-vEHCLE.

SPECIFICATION forming part of Letters Patent No. 718,097, dated January 13, 1903. Application led September 25, 1901. Renewed December 3.1902. Serial No. 133,778. (No model.)

To all whom, it may concern:

Be it known that I, CHARLES CRCMPTON, a citizen of the United States, residing at Worcester, in the county of Worcester and State of Massachusetts, have invented an Improvement in Motor-Vehicles, of which the following description, in connection with the accompanying drawings, is a specification, like characters on the drawings representing like parts.

This invention relates to motor-vehicles; and it has for its object to provide -a novel form of driving connections between the motor and the driven wheels. The driving or propelling mechanism comprises a suitable motor carried by the vehicle-body and a driving-shaft connected by suitable gearing to the driving-axle. Since the motor is carried by the yieldingly-supported vehicle-body, I provide between the same and the drivingshaft a flexible connection whereby the shaft may be operated even though the body of the vehicle has a yielding movement relative to the running-gear. f

In the drawings, Figure l is a longitudinal section of my improved motor-vehicle, showing the general arrangement of the motor and the driving connections on the driving-axle. Fig. 2 is a diagrammatic view showing the relative positions of the engine and the boilers and water-tank. Fig. 3 is a vertical section through the rear driving connections. Fig. 4 is a detail thereof. Fig. 5 is a vertical section of the driving connections for the upper end of the drive-shaft. Fig. 6 is a section on the line 6 6,` Fig. 5. Fig. 7 is a section on the line 9 9, Fig.'5. Fig. 8 is a section on the line l0 l0, Fig. 7. Fig. 9 is asection on the line 1l l1, Fig. 7.

The body of my motor-vehicle comprises the side bars 4, which are of iron, and whichV are situated either side of the body of the vehicle, the said irons being connected together-` at their front and rear ends in any suitable way and forming a frame to support the engine, the boiler, the water-tank and also upon which the vehicle-body is built. Each iron side piece 4 has at each end thereof the outwardly-projecting offset 5, which rests upon and is secured to suitable springs 6, the said `hold the cylinders therebetween.

springs in turn resting upon and being secured to flattened bearing portions 7 upon the front and rear axle, respectively.

The front and rear axles may be of any suitable construction, and the rear axle,

'which is the driven axle, has keyed thereto the driving-wheels of the vehicle, while the front axle has pivoted to the end thereof, to

-swing about a vertical axis, the spindles, upon which the steering-wheels are mounted, as will be hereinafter more fully described.

From the above description it will be seen that the front and rear axles are connected together by the side irons 4, forming a part of the vehicle-body, and in view of this construction it is not necessary to use the ordinary reachrod connecting said axles. As stated above, the said irons 4 form a support for the motor, which in this instance is a steam-engin e, and for the boilers and water tank.

The engine I preferably employ is similar in construction to an engine shown and described in my copending application, Serial No. 76,549, filed September 25, 1901, and a detailed description thereof is not necessary here. I would say, however, that the said engine is shown in Fig. l as comprising four single-acting cylinders 9, each of which is supported at one end by the steam-chest 3,

in whichvis a suitable rotary valve, and at the opposite end in `a supporting-plate l0,

tie-rods lil being employed to tie together the steam-chest 3 and supporting-plate 10 and The tierods 11 project beyond the 4plate l0 and support at their ends suitable bearings for the crank-shaft 14, which is connected to the pis- `tons in the cylinders by the usual pitmanrods 13.

The rotary valve in the Steam-chest 3 is driven from the cran k-shaft l4,the said crankshaft having the bevel-gear 40 thereon'meshing with the gear 41 on the counter-shaft 42, and said counter-shaft carrying the bevelgear 45, meshing with gear 46 on the stem of The rotary valve.

A suitable reversing-lever 47 is used for reversing the valve to reverse the operation of the engine, as in the application above referred to, said lever being connected through suitable connections with a hand-lever within convenient reach of the operator.

The supporting-plate 10 of the engine is extended above the latter, and its upper end is clamped or bolted between two angle-irons 17, fast on the upper plate 18, which is bolted or otherwise secured at its ends to the channel-irons 19, which extend across the body of the vehicle at the upper end thereof. If desired, the steam-chest 3 may also have the projecting flange 20, which is bolted to one of the channel-irons 19, and the lower end of the supporting-plate l0 will be rigidly held in any suitable way, as by being bolted to a dropped cross-piece 10', which extends across the vehicle-body and is rigidly connected at its ends to the side bars 4 in some suitable way, as by means of the brackets 10. Preferably the lower end of the steam-chest will be connected to the cross-bar l1, extending across from one angle-iron 4 to the other. With this construction it will be seen that the engine will be rigidly sustained by the vehiclebody by mechanism which while strong has comparatively little weight, and the tie-rods 11 support the bearings for the crank-shaft.

The boiler mechanism for generating the steam is preferably the same as that illustrated in my copending application, Serial No. 93,680, led February 12, 1902, and a detailed description is not necessary here other than to say that preferablyl use two batteries of boilers situated either side of the engine, as shown in Fig. 2, the engine being situated centrally of the body of the vehicle, though I desire to state that any other suitable arrangement of boilers and motor may be used, according to the judgment of the constructor. Each battery of boilers comprises a plurality of individual boilers, each of which is connected by a suitable pipe with the steampipes 2l, which lead into the common steampipe 22, and a suitable inlet-pipe 23 extends from said pipe 22 to the engine, said pipe being controlled by suitable valve devices 23, which Will of course have operating mechanism within convenient reach of the driver. Each battery of boilers is inclosed in a casing, (shown in dotted lines, Fig. 2,) said casing having a shoulder in its lower end, which rests upon the frame of the vehicle-body, as shown in Fig. 1 and as more fully described in my abovementioned application Serial No. 93,680.

The burners for heating the water in the boilers are located in the bottom of each casing, and in the upper end of each casing is a smoke-chamber 14m, into which the products of combustion pass from the ues of the boiler, each smoke-chamber being provided with some form of smoke-flue preferably at the side of the vehicle-body. The exhaustpipe -15m from the steam-chest extends underneath the boiler and is connected to the burner, so that the exhaust-steam is burned, as fully described in my above-mentioned application.

The boilers of each battery are all connected below the water-line by suitable pipes and are supplied with water from a watertank 25, preferably situated underneath the seat of the Vehicle and resting at its ends on the angle-iron side bars 4. .Any suitable pump mechanism (not shown) may be employed to pump the water from the watertank into the boilers. For further description of the boiler mechanism reference may be had to my above-mentioned application.

The upper end of the crank-shaft 14 is provided with a gear 26, meshing with a drivegear 27 upon the upper end of a drive-shaft 28, the said drive -shaft being connected through suitable differential gearing with the driven axle 29. In this embodiment of my invention the drive-shaft 28 has a definite position relative to the driven axle 29, and since the motor or engine is rigidly connected to the vehicle-body and since the vehicle-body, which is yieldinglysustained upon its springs, will have a motion relative to the runninggear it is necessary to provide some form of liexible connection between the crank-shaft 14 and the driving-shaft 28 to accommodate this relative movement. The driving-gear 27, which meshes w/ith the gear 26 on the engineshaft must be rigidly held by the vehiclebody, and I have therefore provided a flexible or yielding connection between the driveshaft and such driving-gear.

Referring to Fig. 5, it will be seen that the plate 18 has bolted thereto the housing 30, the said housing carrying at its lower end the plate 31, provided with the upturned annular flange or hub 32, through which the drivingshaft 28 projects. The plate 18 has secured thereto in any suitable way the downturned hub or annular flange 33, the said hubs or flanges 32 33 forming a bearing for the drivegear 27. The driving-gear 27 is an annular gear, as seen from Fig. 6, it having the oppositely-disposed hubs 34, which are preferably provided with suitable Wearing rings or bushings 35, and between said rings or bushings and the hubs 32 and 33 will be sustained antifriction-rolls 37 for the purpose of reducing friction. Preferably I will employ the thrust ball-bearings 38 at the lower end of the lower hub 34 of the drive-gear and between the same and the plate 3l. Inside and concentric with the drive-gear 27 is the annular ring 39,said ring being pivoted upon the oppositelydisposed pivot pins or screws 47, which are rigid with and project inwardly from the annular gear 27. The ring 39 is also pivotally mounted upon pivot-'screws 48, which are screwed into a hub 49, splined to the driveshaft 28. With this construction it will be The drive-shaft 28 IOO IIO

in Figs. 7, 8, and 9.

is provided at its lower end with a universal joint, hereinafter to be described and designated generally by a, so that between the driving-gear and the driven axle 29 are two universal joints and a telescopic connection.

By providing the lower end of the drive shaft 28 with a universal joint and by connecting said drive-shaft at its upper end to the drive-gear by a telescopic and a universal joint it will be obvious that the yieldingly-supported vehicle-body may tip or sway in any direction to a considerable extent Without in any way disturbing the driving connections between the motor and the driving-axle.

Referring again-to Fig. 6, it will be seen that the screws 48, upon the heads of which the`ring 39 is pivoted, are concaved at their inner ends, as at 50, the said concaved ends fitting the side of the drive-shaft 28, and thus locking said screws from turning. understood, of course, that the said pivotscrews will be screwed into the position shown before the driving-shaft is telescoped into the hub 49. ,The pivot pins or screws 47, upon the inner ends of which the ring 39 is pivoted, preferably have their outer ends cut to coincide with the teeth of the gear-wheel, as plainly seen in Fig. 6, and to lock said pins or screws 47 from turning I preferably provide the locking pins or screws 51, which pass through a portion of gear 27 and into the pivot-screws 47, as seen in Fig. 5, the said locking-screws being held in position by the ring 52 of the upper roller-bearing.A

The universal joint d at the lower end of the drive-shaft will now be described. Each section b and c of the drive-shaft has the usual forked head 53, and inclosed by the same is a swivel-block 54, square in crosssection, as seen in Fig. 7, the said swivelblock havingprojecting from each side thereof lhe circular head of the pivot-screws 55, upon which the forked heads 53 of the two sections b and c are pivoted, as usual, in universal joints. To lock the screws 55 in position and prevent them from becoming loosened, I construct the same in a peculiar manner, as seen In order to avoid confusion, [will designate the different screws 55 by the referen'ce characters 55, 55h, 55, and 55, respectively. The screw 55a has its inner end concaved, as shown at 56, to fit the inner abutting ends ofthe screws 55b and 55C, said concaved portion 56 preferably having screw-threads to engage the screw-threaded ends of the screws 55.b and 55. The abutting ends of the screws 55b and 55c are provided with registering recesses 57, adapted 1.o fit a pin or projection 58 upon thejnner end of the screw 55d.

In assembling the parts of the universal joint the screws 55a are first screwed into position, with the curve 56 on the inner endv thereof coinciding `with the curve of the screw threaded apertures into which the screws 55b and 55c are screwed. The screws It will loel 55b and 55c will then be placed in position, with their inner ends abutting and with their corresponding half-recesses 57 alining. The screw 55d is then screwed into position, and the tip or projection 58 thereon will enter the alined recesses 57, and thus lock the screws 55b and 55C from turning. The screws 551) and 55c in turn lock the screw 55 from turning, and to prevent the screw 551 from becoming loosened I preferably employ a locking-screw 59, which screws partly into the screw 55d and partly into the swivel-block 54. The heads of the screws 55 come just flush with the outer sides of the arms of the forked heads 53, so that a universal joint is provided with no projecting portions, and yet one in which the parts are locked from becoming loosened.

The lower section c of the driving-shaft 28 is connected to the driven axle 29 by some suitable form of differential gearing, which is shown in detail in Fig. 3. The two sections 29a and 29h of the driven axle, which are mounted in suitable bearings 29c in the trussed support for the axle, each have fast thereon a bevel-gear 60, and upon the projecting hubs 6l of said gears is loosely mounted the bevel-gear 62, said gear carrying the usual radially-arranged bevel-gears 63,which mesh with the bevel-gears 6U upon the ends of the two sections of the axle. The bevelgear 62 meshes with a bevel-gear 64, fast on the section c of the drive-shaft 28, and preferably 'the said bevel-gear is made integral with the shaft, as shown. This form of differential gear being well-known, its operation need not be further described.

The shaft-section c is journaled for rotation in suitable bearing members 65 and 66, respectively, the said member G6 being supportedat its-ends between the two members 67 and 67 of the trussed axle-frame and havling the bearing-hub 68, which has a suitable ball-bearing for supporting the lower end of the shaft-section c. The lower bearing member 66 is also provided with the elongated slot'69, (see Fig. 4,) which receives the bevelgear 62. The upper bearing member' 65 is bolted to the upper end of the portion 67' of the trussed axle-frame and has centrally thereof a suitable hub 70, in which the shaftsection c is journaled, suitable antifrictionbearings being employed to reduce friction.

From the above description it will be seen that the driving connections for the driveshaft 28 are at the upper portion of the body of the vehicle. This I consider quite an important feature of my invention, because by `driving from the upper portion of the body instead of from the lower portion thereof a sufficiently' long shaft between the driven axle and the driving-gear 27 may be employed without raising or carrying the vehicle-body any great distance above the axles. In other words, by my improved construction I obtain a motor-vehicle in which the body is set low upon the axles and yet which IOO provides ample length of driving-shaft, so that the rocking or yielding motion of the body will not cramp in any way the universal joints in said shaft. This result is also partially secured by making the universal joint at the upper end of the shaft in the plane of the driving-gear 27 instead of below the same, thus separating as far as possible the two universal joints in the driving connection.

Another important feature of my invention resides in the relative location of the water-tank, the engine, and the boilers. It will be observed that the water-tank is placed beneath the seat, which is the place cornmonly occupied by the engine in a` steamdriven vehicle. By placing the water-tank beneath the seat and locating the boilers and the engine, which are the parts from which heat radiate, in the rear of the wagon I not only prevent the seat from becoming too hot, but the water-tank, situated as it is, affords a protection for the person occupying the vehicle in ease of an explosion of the engine or boiler.

Any suitable form of steering mechanism may be employed, and as this invention relates solely to the driving mechanism I have not deemed it essential to illustrate in detail any particular form of steering mechanism. For convenience, however, I have illustrated in Fig. l steering mechanism similar to that l wherein the driving connections for the driveshaft are at the upper portion of the vehiclebody and wherein the driving-shaft has both a telescopic and a universal joint connection with the driving-gear, I desire to claim the same broadly. I will also state that my invention is not limited to the precise form of driving connections herein shown and described, as the details of the structure may be varied in many ways without departing from the spirit of the invention.

Having described my invention, what I claim as new, and desire to secure by Letters Patent, isf Al. A motor-vehicle including a driven axle, a vertical driving-shaft connected thereto and having a universal joint, a driving-gear mounted in bearings rigid with the vehiclebody said shaft extending through said gear, a flexible connection between the drivinggear and the driving-shaft, and a motor carried by the body and connected to the driving-gear.

2. In a motor-vehicle, a driven axle, a vertical driving-shaft having a universal joint and connected to said axle, a driving-gear, bearings therefor rigid with the vehicle-body, a universal-joint connection between the driving-gear and the driven shaft, and a motor carried by the vehicle-body and having a vertical shaft geared with the driving-gear.

3. In a motor-vehicle, a driven axle, a vertical driving-shaft having a universal joint and connected to said axle, a driving-gear, bearings therefor rigid with the vehicle-body, a universal-joint connection between the driving-gear and the driving-shaft, a steam-engine carried by the vehicle-body and having a vertical crank-shaft, and a gear thereon meshing with the driving-gear.

4. In a motor-vehicle, a vertical drivingshaft connected to the driven axle, a drivinggear surrounding the driving-shaft, bearings for said driving-gear carried by the vehiclebody, a motor carried by the vehicle-body and driving the driving-gear, said driving-gear having both a telescopic and a universal joint connection with the driving-shaft.

5. In a motor-vehicle, a vertical drivingshaft connected to the rear axle, said shaft having a universal joint at its lower end, an annular driving-gear mounted in bearings carried by the vehicle-body, saiddriving-gear surrounding the driving-shaft at its upper end, and having both a telescopic and a universal joint therewith, and a motor carried by the vehicle-body and operating said driving-gear.

6. In a motor-vehicle, a vertical drivingshaft connected to the driven axle, said shaft having a universal joint at its lower end, an annular driving-gear mounted in bearings carried by the vehicle-body, said driving-gear surrounding the upper end of the vertical drive-shaft, a ring or hub inside of and concentric with the said driving-gear and having a universal joint therewith, said hub being splined to the drive-shaft, and a motor carried by the vehicle-body and operating the driving-gear.

7. In a motor-vehicle, a vertical drivingshaft connected to the driven axle, said shaft having a universal joint at its lower portion, a driving-gear mounted in bearings fixed to the vehicle-body, a hub inside of said gear, said hub having a universal-joint connection with the driving-gear and a telescopic connection with the driving-shaft, a steam-engine carried by said vehicle-'body and having a vertical crank-shaft, and a gear on the upper end of said crank-shaft meshing with the driving-gear.

l 8. In a motor-vehicle, a driving-shaft connected to the rear axle, and driving mechanism mounted on the vehicle-body for propelling the same, said driving mechanism including a drive-gear, a ring concentric therewith and connected thereto to turn about an axis at right angles to the axis of the drive-gear, and a hub splined to the driving-shaft and pivoted to the ring.

9. In a motor-vehicle, a driving-shaft connected to the driven axle, and propelling mechanism mounted on the vehicle-body for operating said drive-shaft, said propelling mechanism including an annular drivinggear, a ring on the interior thereof and pivoted thereto, a hub inside of said ring and pivoted thereto at right angles to the line of pivotal connection between the ring and the driving-gear, said hub being splined to the drive-shaft.

10. In a motor-vehicle, a driving-shaft connected to the driven axle to drive the same, an annular driving-gear surrounding the upper end of said drive-shaft and mounted to rotate in bearings carriedby the vehiclebody, a ring on the inside of said driving-gear and pivoted thereto on a horizontal axis, a hub inside of said ring and pivoted thereto on a horizontal axis at right angles to the pivotal axis of the ring, said hub being splined to the drive-shaft, and means to operate the driving-gear. i

11. In a motor-vehicle, a driving-shaft connected to the driven axle to drive the same, an annular driving-gear surrounding the upper end of said drive-shaft and mounted to rotate in bearings carried by the vehiclebody, a ring on the inside of said driving-gear and pivoted thereto on a horizontal axis, a hub inside of said ring and pivoted thereto on a horizontal axis at right angles to the pivotal axis of the ring, said hub being splined to the drive-shaft, an engine carried by the vehicle-body and having a vertical crankshaft, and a gear at the upper end thereof meshing with the driving-gear.

12. In a motor-vehicle, a drive-shaft connected to the driven axle, a hub splined on the drive-shaft, pivot-screws projecting from opposite sides of said hub, said screws having their inner ends curved to t the driveshaft, whereby said screws are looked in place, a ring surrounding said hub and swiveled on the ends of said pivot-screws, an annular gear surrounding said ring and journaled in bearings ixed to the vehicle-body, said ring being swiveled to said gear at right angles to the pivotal axis of the ring on the hub, and means to drive said gear.

13. In a motor-vehicle, a drive-shaft connected to the driven axle, a hub splined on the drive-shaft, pivot-screws projecting from opposite sides of said hub, said screwshaving their inner ends curved to fit the driveshaft, whereby said screws are locked in place, a ring surrounding said hub and swiveled on the ends of said pivot-screws, an annular gear journaled in bearings rigid with the vehicle-body and surrounding said ring, pivot-screws projecting from the interior of the said gear at right angles to` the pivotscrews in the hub and on which said ring is swiveled, the outer ends of said pivot-screws in the gear forming part of the teeth on the gear, and means to drive said gear.

14. In a motor-vehicle, a motor carried by the body of the vehicle, a drive-shaft connecting the same with the driven axle ot' the vehicle, said drive-shaft having two sections connected together by a universal joint comprising a swivel-block, two pairs of oppositely-disposed screws mounted in said block and having projecting portions on which the two sections of the drive-shaft are swiveled, and means to lock said screws against loosening. l

15. A motor-vehicle, a motor carried by the body of the vehicle, a two-part drive-shaft connecting the same with the driven axle, and a universal joint uniting the two parts of the drive-shaft, `said universal joint comprising a rectangular block having screws projecting from the sides thereof, said screws meeting in the center of the block and locking each other from rotation, the heads of the screws having pivoted thereto the two parts of the drive-shaft.

16. In a motor-vehicle, a motor carried by the body of the vehicle, a sectional driveshaft connecting the motor with the vehicleaxle, and a universal joint between the sections of the drive-shaft, said universal joint comprising a swivel-block, two pairs of oppositely-disposed pivot-screws in said block, the heads of said screws projecting beyond the block and having the two sections of the drive-shaft swiveled thereto, one pair of said screws having their ends abutting and one of the other pair of said screws having its inner end shaped to tit the abutting ends of said first-named pair whereby the screws are locked in place.

17. In a motor-vehicle, a motor carried by the vehicle-body, a sectional drive-shaft connecting the motor with the driven aXle, and a universal joint between said sections of the drive-shaft, said universal joint comprising a block, two pairs of oppositely-disposed pivotscrews in said block at right angles to each other, the heads of the screws projecting beyond the block and having the two sections of the driving-shaft swiveled thereon, the i11- ner ends of said screws meeting in the center of said block, one pair of said screws locking one screw of the other pair, and the other screw of said last-named pair locking both screws of the first-named pair.

18. A sectional shaft, and a universal joint limiting said sections, said universal joint comprising a rectangular blockhavingscrews projecting fromthe sides thereof, said screws meeting in the center of the block and locking each other from rotation, the heads ofthe screws having pivoted thereto the two parts of the sectional shaft.

` 19. A sectional shaft, and a universal joint uniting said sections, said joint comprising a swivel-block, two pairs of oppositely-disposed pivot-screws in said block at angles to each other, the heads of the screws projecting beyond the block and having the two sections of the shaft pivoted thereto, the inner end of said screws meeting in the center of the block, one pair of said screws locking one screw of the other pair and the other screw of the lastnamed pair locking both screws of the firstmentioned pair.

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20. In a motor-vehicle, a vehicle-body, two batteries of boilers supported therein, an engine between said batteries of boilers, and supported by the vehicle-body and driving connections between said engine and the driven axle.'

21. In a motor-vehicle, a vehicle-body, an engine carried thereby, said engine having horizontal cylinders and a vertical supporting-plate, means to connect the vertical supporting-plate to the vehicle-body at the upper and lower ends thereof, and driving connections between the engine and the driven axle of the vehicle.

22. In a motor-vehicle, a vehicle-body, an engine supported therein and driving connections between the engine and the driven axle, said engine comprising a series of horizontal cylinders, and vertical plates to support the same at each end, said plates being connected at their upper and lower ends to the vehicle-body.

23. In a motor-vehicle, a body having a seat portion, a motor located at the rear of the body and centrally thereof, and means situated both sides of said niotor and operating to supply energy thereto.

24. In a motor-vehicle, a body having a seat portion, an engine located at the rear of the body and centrally thereof, and a steam-generating device situated either side of the engine.

25. In a motor-vehicle, a body having a seat portion, an engine located at the rear of the body and centrally thereof, and a battery of boilers situated either side of the engine.

26. In a motor-vehicle, a body having a seat portion, an engine in the rear of the body, a steam-generating device either side of the engine, and a water-tank beneath the seat.

27. In a motor-vehicle, a yieldingly-supported body, an engine carried thereby, said engine having a vertical cran k-shaft, a vertical driving-shaft connected to the driven axle of the vehicle, and driving connections between said crankshaft and driving-shaft, said driving connections being at the upper portion ofthe vehicle-body and havingayielding connection with said driving-shaft to accommodate the relative movement ofthe body and driven axle.

28. In an automobile, a body, a vertical driving-shaft at the rear of the body and connected to the driven axle, said shaft extending to the upper portion of said body, and driving connections for said driving-shaft located at the upper end of the latter and having a telescopic connection therewith.

29. In a motor-vehicle, a driven axle, a vertical driving-shaft connected thereto, and extending to the upper portion of the body, a driving-gear carried by the upper portion of the body and operatively connected with the driving-shaft, and means to operate said driving-gear.

30. In a motor-vehicle, a yieldingly-supported body, a driven axle, a driving-shaft having operative connections with said axle, said shaft extending to the uppenportion of the body and having a universal joint at its lower end, a driving-gear carried by the body and through which the driving-shaft projects, and a universal-joint connection between said driving gear and shaft.

3l. In a motor-vehicle, a body, a driven axle, a driving-shaft having operative connections to said axle and extending to the top of the body, and driving connections for the driving-shaft secured to the top of the body and having a telescopic connection with said shaft.

32. In a motor-vehicle, a driven axle, a driving-shaft having operative connections with said axle, a driving-gear mounted on the shaft for movement longitudinally thereof, means for permitting the gear to swing upon an axis transverse to the shaft, and means for operating said gear.

In a motor-vehicle, adriven axle, adriving-shaft having a universal joint and operatively connected with said axle, and driving mechanism for said shaft carried by the body, said driving mechanism having a universal and telescopic joint connection with the driving-shaft.

34:. In a motor-vehicle, a driven axle, adriving-shaft having operative connections with said axle, said driving-shaft having a universal joint and extending to the upper portion of the vehicle-body, and driving mechanism for said shaft situated at the upper end thereof, said driving mechanism having both a universal and telescopic joint connection' with the said shaft.

35. A driving-shaft, a driving-gear through which the shaft projects, said gear being mounted on the shaft for movement longitudinally thereof, and a universal-joint connection between the gear and shaft.

36. In a motor-vehicle, a driving-shaft connected to the driven axle, a driving-gear through which said driving-shaft projects, and connections between the shaft and gear whereby the gear may have a movement 1ongitudinally of the shaft and a swinging movement upon its axis transverse thereto.

37. In a motor-vehicle, a driving-shaft, a driving-gear therefor, a hub splined to said shaft, and a universal-joint connection between said hub and gear.

38. A driving-shaft, a driving-gear therefor, said driving-gear having a hub splined to the shaft and a universal-joint connection between saidvhub and the gear.

In testimony whereof I have signed my name to this specification inv the presence of two subscribing Witnesses.

CHARLES CROMP'ION.

Witnesses GEORGE H. KIMBALL, HERMAN F. KLINGELE.

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